IMAGE  EVALUATION 
TEST  TARGET  (MT-S) 


J/. 


1.0 


I.I 


1^12^    125 

lio  ■^~    Inn 

US  Uii   122 
1^   US.    120 


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HiotQgraphic 

Sciences 

Corporation 


23  WEST  MAIN  STREET 

WEBSTER,  N.Y.  MtW 

(716)872-4503 


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CIHM/ICMH 

Microfiche 

Series. 


CIHIVI/ICIVIH 
Collection  de 
microfiches. 


Canadian  Institute  for  Historical  Microreproductions  /  Institut  Canadian  de  microreproductions  historiques 


Technical  and  Bibliographic  Notaa/Notaa  tachniquaa  at  bibiiographiquaa 


Tha  inatituta  haa  attamptad  to  obtain  tha  baat 
original  copy  availabia  for  filming.  Faaturaa  of  thia 
copy  which  may  ba  bibliographically  uniqua, 
which  may  altar  any  of  tha  imagaa  in  tha 
reproduction,  or  which  may  aignificantly  change 
tha  uaual  method  of  filming,  are  checlced  belov;. 


D 


D 


n 


D 


Coloured  covera/ 
Couverture  de  couleur 


I     I    Covera  damaged/ 


Couverture  endommag^a 

Covera  reatored  and/or  laminated/ 
Couverture  reataurte  et/ou  pelliculAe 


I     I   Cover  title  mlaaing/ 


La  titre  de  couverture  manque 

□   Coloured  mapa/ 
Cartea  g^ographiquea  en  couleur 

□    Coloured  ini(  (i.e.  other  than  blue  or  biaclc)/ 
Encra  de  couleur  (i.e.  autre  que  bleue  ou  noire) 

□    Coloured  plataa  and/or  iliuatrationa/ 
l^lanchea  at/oi^  iliuatrationa  en  couleur 


D 


Bound  with  other  material/ 
Rail*  avac  d'autrea  documents 

Tight  binding  may  cauae  ahadowr  or  diatortion 
along  interior  margin/ 

La  re  liure  serrde  peut  cauaar  de  I'ombre  ou  de  la 
diatortion  la  long  de  la  marge  IntArieure 

Blank  leavea  added  during  reatoration  may 
appear  within  the  text.  Whenever  possible,  theae 
have  been  omitted  from  filming/ 
II  se  peut  que  certainea  pagea  blanchea  ajouttea 
lore  d'une  reatauration  apparaiaaent  dana  la  texte, 
mala,  loraqua  cela  Atait  poaaibia,  caa  pagea  n'ont 
paa  4t6  filmtes. 

Additional  commanta:/ 
Commantairea  aupplAmentairaa; 


L'inatitut  a  microfiimt  la  meilleur  exemplaira 
qu'il  iui  a  6tA  poaaibia  da  ae  procurer.  Las  details 
de  cet  exemplaira  qui  aont  paut-Atre  uniques  du 
point  de  vue  bibliographiqua,  qui  peuvent  modifier 
une  image  reproduite,  ou  qui  peuvent  exiger  une 
modification  dana  la  m^thoda  normale  de  filmage 
aont  indiqute  ci-daaaoua. 


0 
D 
D 


D 
0 
D 
D 
D 
D 


Coloured  pagea/    • 
Pagea  da  couleur 

Pagea  damaged/ 
Pagea  endommagAea 

Pagea  reatored  and/or  laminated/ 
Pagea  reataurtea  et/ou  pellicultea 

Pagea  diacoloured,  atained  or  foxed/ 
Pagea  dteoiortes,  tachetAea  ou  piqu6ea 

Pagea  detached/ 
Pagea  dAtachtea 

Showthrough/ 
Tranaparance 

Quality  of  print  variea/ 
Quaiiti  inigaia  de  I'impreaaion 

Inciudea  aupplementary  material/ 
Comprend  du  material  auppMmantaira 

Only  edition  available/ 
Seule  Mition  diaponible 


Pagea  wholly  or  partially  obacurad  by  errata 
slips,  tissuaa,  etc.,  have  been  refilmed  to 
ensure  the  best  possible  image/ 
Lea  pagea  totalament  ou  partieilement 
obacurciea  par  un  feuillet  d'errata,  une  pelure, 
etc.,  ont  M  filmtea  it  nouveau  de  fa^on  A 
obtenir  la  mallleure  image  poaaibia. 


Th 
to 


Th 
pc 
of 
fill 


Oi 
ba 
th 
si< 
ot 
fir 
si< 
or 


T^ 
sh 
Til 

wl 

Mi 
d\\ 
ar 
be 

rij 
re 
m 


Thia  item  la  filmed  at  the  reduction  ratio  checked  below/ 

Ce  document  est  filmA  au  taux  de  reduction  indiqu*  ci-daaaoua. 


10X 

14X 

18X 

22X 

26X 

30X 

v/ 

12X 

« 

16X 

20X 

24X 

28X 

32X 

The  copy  film«d  hare  has  b««n  raproducad  thanka 
to  tha  ganaroaity  of: 

Library  of  tha  Public 
Archivas  of  Canada 


L'axamplaira  filmA  f ut  raprodult  grflca  A  la 
gAnArositA  da: 

La  bibliothiqua  das  Archivas 
pubiiquas  du  Canada 


Tha  imagaa  appaaring  hara  ara  tha  bast  quality 
possibia  conaldaring  tha  condition  and  laglbllity 
of  tha  original  copy  and  In  kaaping  with  tha 
filming  contract  spaciflcatlons. 


Los  imagas  suivantas  ont  4t6  raproduitas  avac  la 
plus  grand  soln,  compta  tanu  da  la  condition  at 
da  la  nattat*  da  I'axampiaira  film*,  at  an 
conformity  avac  las  conditions  du  contrat  da 
fllmaga. 


Original  copias  in  printad  papar  covars  ara  filmad 
baglnning  with  tha  front  covar  and  anding  on 
tha  last  paga  with  a  printad  or  lllustratad  Impras- 
sibn,  or  tha  back  covar  whan  approprlata.  All 
othar  original  copiaa  ara  filmad  baginning  on  tha 
f  irat  paga  with  a  printad  or  lllustratad  Impraa- 
slon,  and  anding  on  tha  last  paga  with  a  printad 
or  lllustratad  impression. 


Tha  last  racordad  frama  on  aach  microflcha 
shall  contain  tha  symbol  — ^^  (moaning  "CON- 
TINUED"), or  tha  symbol  V  (moaning  'END"), 
whichavar  applias. 

I\(laps.  niataa,  charta,  ate.  may  ba  filmad  at 
diffarant  raductlon  ratios.  Thosa  too  larga  to  ba 
antiraly  Includad  In  ona  axposura  ara  filmad 
baginning  in  tha  uppar  laft  hand  cornar.  laft  to 
right  and  top  to  bottom,  as  many  framas  as 
raquirad.  Tha  following  diagrams  illustrata  tha 
method: 


Las  axamplalras  originaux  dont  la  couvarture  en 
papier  eat  ImprimAe  sont  filmte  en  commenpant 
par  la  premier  plat  at  en  termS.iant  soit  par  la 
darnlAre  page  qui  comporte  une  empreinte 
d'impreaaion  ou  d'illustration.  soit  par  la  second 
plat,  aalon  le  cas.  Tous  las  autras  axempiaires 
originaux  sont  fllmte  en  commen9ant  par  la 
pramlAre  page  qui  comporte  une  empreinte 
d'Impresslon  ou  d'illustration  at  en  terminant  par 
la  darnlAre  page  qui  comporte  une  telle 
empreinte. 

Un  dee  symboles  suivants  apparaltra  sur  la 
darnlAre  image  do  cheque  microfiche,  selon  le 
cas:  le  aymbola  — ►  signifie  "A  SUIVRE",  le 
symbole  V  signifie  "FIN  ". 

Les  cartes,  planches,  tableaux,  etc..  peuvent  Atre 
filmte  A  des  taux  da  reduction  diffirants. 
Lorsqua  le  document  est  trop  grand  pour  Atre 
reprodult  en  un  seul  cllchA,  11  est  film*  A  partir 
da  Tangle  supArieur  gauche,  de  gauche  A  droite. 
et  de  haut  en  bas.  en  prenant  la  nombre 
d'imagas  nAcessaire.  Les  diagrammes  suivants 
lllustrant  la  m6thoda. 


1 

2 

3 

1  2  3 

4  5  6 


REPORT 


OF  TUB 


COMMITTEE  OF  THE  COMMON  COUNCIL 


DPON   TUB 


INTERNATlOi^AL  BRIDGE 


AHD   ITS 


IMPORTANCE  TO  THE  CITY  OF  BUFFALO, 


WITH    PROPOSITIONS    MADE    FOR     THE     RENTAL     OF     THE 

STRUCTURE   BY  THE  BUFFALO   AND  LAKE    HURON,  AND 

THE    NIAGAiA    AND     DETROIT    RIVERS   RAILWAYS. 


BUFFALO : 

COURIER  STEAM  PRINTING  HOUSE,  192  WASHINGTON  STREET. 


1858. 


♦ 


.'  'i' 


■  i  \ 


■  V>  MlJIIi^pi^piJIII^^IIIVUU 


REPORT. 


'i 


To   THE    KoNORABLB,   THE    CoMMON     CoUNOIL    OF   THE    CiTY     OF 

Buffalo  : 

The  committee  appointed  by  your  Honorable  Body  pursuant  to 
the  following  recommendation  and  resolution,  respectfully  submit 
the  following  report: 

Mayors'  Office,        ) 
Buffalo,  June  7th,  1858.  \ 

To  the  Hon.  the  Common  Council  of  the  City  of  Btiffalo: 

Gentlemen : — At  a  nieeting  of  citizens  held  at  my  office,  re^ 
cently,  I  was  authorized  to  appoint  a  committee  to  visit  Canada 
for  the  purpose  of  seeing  the  section  of  country  proposed  to  be 
rendered  more  accessible  to  this  city  by  the  International  Bridge, 
and  also  to  examine  the  plans  of  railroad  bridges  already  con- 
structed. I  regard  it  desirable  that  the  Common  Council  should 
appoint  some  one  or  more  of  their  number  to  accompany  this  com- 
mittee. Should  this  suggestion  meet  your  approval  you  will 
please  to  designate  such  a  committee. 

Respectfully  yours, 

T.  T.  LocKwoCi),  Mayor. 

Aid.  Tanner  moved  that  the  said  communication  be  filed, 
and  that  a  committee  of  seven  aldermen  be  appointed  by  the  Pre- 
sident,    Carried. 

Aid.  Tanner,  Truman,  Colegrove,  Dann,  Hagan,  Ambrose  and 
Bettinger  were  appointed. 

On  motion,  the  President  was  added  to  said  committee. 


V, 


;   ( 


Your  coraraittoe  foolincf  tho  importance  of  this  quostiun  have 
endoavored  to  avail  themselves  of  every  ^opportiuiity  to  gather 
facts,  statisiics  and  information,  with  regard  to  the  International 
Bridge  and  its  influonce  upon  the  commercial  growth  and  the 
material  ])ro8perity  of  the  city  of  BulFalo.  It  is  hut  just,  in  the 
outset,  that  your  committee  Khould  acknowledge  the  kindness  and 
uniform  courtesy  of  theii-  Provincial  friends,  in  the  investigation  of 
this  subject,  and  as  showing  the  deep  interest  felt  in  the  construc- 
tion of  this  International  union  across  the  Niagara  Riv(>r,  your 
committee  were  the  recipients  of  free  tickets  for  themselves,  and  a 
delegate  from  each  of  the  city  press,  from  the  Buffalo  and  Lake 
Huron,  the  Great  Western,  and  the  Giaud  Trunk  Railways,  by 
which  they  were  enabled  to  pass  over  these  various  lines,  examine 
the  bridges,  and  gather  such  facts  as  ini^ht  have  a  bearing  upon 
this  question. 

Your  committee  feel  that  the  bridging  the  Niagara  River  at 
this  point  is  of  vital  importance  to  our  city,  promising  to  open  up 
and  develope  by  means  of  railways  the  rich  agricultural  regions  of 
Canada,  and  by  the  adjuncts  of  steam  and  sail,  to  put  us  in  inti- 
mate communication  with  the  unlimited  mineral  and  agricultural 
resources  of  the  Lake  Superior  country,  and  to  bring  to  our  city  a 
trade  that  has  heretofore  been  secured  to  Cleveland,  Detroit  and 
Chicaso.  The  distance  from  iSauIfc  Ste  Marie  via  Goderich  is  395 
miles,  and  will  be  reached  by  the  traveler  in  21  hours;  while 
Chicago  is  480  miles,  a  difference  in  distance  and  time  greatly  in 
our  favor.  Nor  is  this  all,  over  this  line  will  untimately  spring  up 
a  large  trade  with  the  lumber  regions  of  Northern  Michigan,  and 
the  extensive  fisheries  adjacent  thereto;  and,  it  will  at  no  distant 
day  draw  its  quota  of  trade,  traffic  and  travel  from  the  Great 
North  West,  knovfn  as  the  Red  River  country  and  Hudson's  Bay 
Territory,  embracing  an  area  of  2,480,000  square  miles,  with  its 
great  variety  of  climate  and  soil,  whose  rivers,  lakes  and  moun- 
tains teem  vj'ith  their  varied  wealth.  This  vast  region  has  long 
been  held  under  the  monopoly  of  the  Hudson's  Bay  Company, 
but  is  soon  to  be  opened  to  settlement  under  the  protection  of  the 


■i 


S/ 


■•NIM 


5 


Canadian  Government,  .ind  will  atld  groatly  to  tho  importance  and 
commercial  resources  of  Canada  and  tho  Great  North  West. 

The  discovfjrios  recently  made  of  tho  rich  gold  diggings  in  the 
vicinity  of  Frasor'n  Kiver,  is  soon  to  huild  up  an  infant  province, 
and  will  be  tho  means  of  opening  up  to  fcetllemont  all  that  vast  re- 
gion lying  between  tho  valley  of  the  Lake  Superior  and  the  Pacific 
Ocean. 

Your  conimiltee  fee!  confident  that  with  a  bridge  across  the 
river  at  this  point,  Buffalo  will  again  be  restored  to  her  true  posi- 
tion, and  will  be  planted  on  the  great  natural  commercial  highway 
of  travel  and  traffic — to  and  fro  across  the  continent.  A  glance 
at  the  map  of  our  country  must  sati-fy  every  mind  that  with 
railways  centering  in  our  city,  running  across  the  peninsula  of 
Canada — connecting  with  the  Michigan  Southern,  Michigan  Cen- 
tral, DtiLroit  and  Milwaukee,  and  Grand  Trunk  Railways — wo  shall 
become  the  groat  (listril)Uting  point  of  these  commercial  highways, 
through  which  shall  pass  and  repass  a  tide  of  traffic  and  travel  in 
all  the  future  iiiut  shall  challenge  an  estimate. 

The  fact  is  apparent  to  every  one  who  has  watched  tho  changes 
in  the  course  of  trade  and  travel  fur  tho  last  five  years,  that  our 
city  has  lost  much  by  our  lack  of  energy  and  our  failure  to  secure 
to  ourselves  every  commercial  facility  calculated  to  enlarge  our 
influence  and  promote  our  commercial  supremacy.  It  was  an 
unfortunate  day  for  the  Queen  City  of  the  Lakes,  that  let  slip  the 
golden  opportunity  of  terminating  the  New  York  and  Erie,  and 
the  Great  Western  Railways  at  this  point.  Our  natural  position, 
great  as  it  was,  coupled  with  the  inactivity  of  our  citizens,  was 
overborne  in  favor  of  other  localities,  less  desirable,  and  from  that 
day  to  this  we  have  seen  these  with  other  rival  routes  diverting 
the  living  and  de  id  commerce  of  fhe  East  and  the  West,  not 
only  from  our  city,  from  the  Erie  Canal  and  our  railroads,  but 
entirely  away  from  our  State,  to  Baltimore,  Philadelphia,  Mon- 
treal, Quebec,  Portland,  Boston,  and  the  cities  of  the  Eastern 
continent.  In  the  International  Bridge,  in  the  judgment  of  your 
committee,  may  be  found  that  which  must  inevitably  place  us  in 


M 


I» 


if 


If 


6 

our  true  position  upon  llio  great  tbroiigh  line  of  travel  and  traffic, 
over  this  range  of  Northern  states.  With  the  east,  we  have  now 
every  bond  of  union.  Our  Erie  Canal,  a  most  fitting  monument 
of  tho  noble  Clinton,  and  an  honor  to  our  State,  unites  the  waters 
of  Lake  Erie  with  those  of  tho  sea-board.  The  Central  Rail  Koad 
stretches  Eawtward  to  New  York,  and  by  its  numerous  connections 
lays  under  tribute  every  city,  town  and  hamlet  in  the  New 
England  States. 

Tho  New  York  and  Erie,  running  along  the  Southern  portion  of 
our  State  to  the  Coniniercial  Metropolis  of  the  nation,  and  by  its 
connection  with  the  Northern  Central  railroad  of  Pennsylvania, 
brings  us  within  420  miles  of  Philadelphia  and  442  milwa  of  Bal- 
timore. The  completion  of  this  line  is  to  be  of  great  advantage 
in  bringing  to  our  city  the  choicest  and  best  variety  of  coal  from 
the  fields  of  Pennsylvania,  at  a  low  cost  to  the  manufacturer  and 
consumer,  and  in  furnishing  the  most  expeditious  and  shortest 
route  from  the  Southern  Slates  to  Niagara  Falls  and  the  entire 
NorthWest. 

From  this  point  westward  a  detour  must  now  be  made  by  the 
traveler,  either  by  way  of  the  Suspension  Bridge,  or  around  the 
south  shore  of  Lake  Erie,  or  he  may  cro?s  the  river  on  a  ferry 
boat  and  reach  a  main  route  of  travel  by  the  Great  Western  at 
Paris,  via  the  Buffalo  and  Lake  Huron   Railway. 

Chicago  has  surprised  the  commercial  world  by  her  rapid  and 
metropolitan  growth — yet  it  has  been  attributed  to  the  fact  that 
her  citizens  saw  a  mme  of  wealth  lying  between  her  and  the 
father  of  waters — in  those  rich  prairies — then,  and  now  but  parti- 
ally developed  by  the  hand  of  intelligent  industry,  whose  overland 
commerce,  at  any  cost  it  was  their  interest  to  secure ;  and  by  the 
union  and  combination  of  a  wise  foresight,  with  a  liberal  expendi- 
ture of  capital,  and  an  indomitable,  unyielding  perseverance,  on 
the  part  of  the  guardians  of  her  interest,  she  has  to-day,  railway 
terminations,  that  put  her  in  immediate  communication  with  all 
the  region  lying  beyond  or  to  the  north  or  south  of  her,  and  these 
advantages  have  stamped  Chicago  in  point  of  commercial  impor- 


M 


miWBaiwwi 


«Mii 


taiicp,  as  flccotul  to  m>  itiland  cily  on  tlu)  conliiu'iit.  Our  position 
ih  tiilly  (Mjiuil,  if  not  nioro  aJvantagooua  than  tnat  of  our  hister  city. 
Slio  standH  at  the  lujad,  wo  at  llio  foot  of  tliis  ^raixt  chain  of  in- 
hind  .seas,  whose  wat«r»,  with  their  tributaries,  span  the  half  a  con- 
tinent whoso  porta  uro  made  the  reeeivinj^  depots  of  the  rich  pro- 
ducts of  many  States,  brouj^ht  to  their  j,'ranarie8,  by  river,  canal, 
and  railroad,  to  be  lrany))orfed  to  an  eaHtern  market.  The  a','gre- 
ghte  of  tliiK  commeree  in  1855  renched  tlio  enormous  kumi  of 
jftJOO.ooOiOOO,  an  amount  unariy  equal  to  the  entire  imports  and 
exports  of  the  United  States  during  the  same  period. 

We  have  not  been  slow  to  consider  and  protect  the  interests  of 
this  commerce  broi'ght  eastward  and  carried  westward,  by  sail  and 
steam;  but  we  have  too  little  regarded  tho  tide  of  living  com- 
merce, and  the  overland  traflic  that,  leaving  the  noble  steamer 
and  the  flitting  sail,  seeks  its  transit  on  the  iron  rail ;  and  which 
shall  in  nil  time  to  come  add  to  tlie  wealth  of  other  localities;  if 
we  fail  to  unite  Canada  to  the  iii  ([liro  State  by  throwing  across 
the  river,  at  this  point,  this  great  commercial  highway — the  In- 
ternational iJridgo.  If  this  is  done,  it  settk-s  the  termination  and 
secures  the  traffic  of  the  Niagara  and  Detroit  Hi  vers  Railway  running 
along  tlio  north  shore  of  Lake  Erie  to  the  Detroit  River,  there 
connecting  with  the  Michigan  Central,  Michigan  Southern  and  the 
Dejroit  and  Milwaukee  Railways,  a  line  which,  as  between  the 
East  and  West,  shall  have  the  advantage  of  shortening  the  dis- 
tance more  than  fifty  miles  as  a  working  route  over  any  competing 
one  either  in  Pennsylvania  or  Canada. 

Powers  are  given  in  this  charter  by  which  a  direct  connec- 
tion will  be  made  by  the  Grand  Trunk  Railway  with  the  city  of 
Buffalo,  by  the  building  of  a  road  from  any  point  on  the  Grand 
Trunk  to  this  new  line.  As  the  Grand  Trunk  is  to  be  continued 
fom  Sarnia  to  Grand  Haven,  crosssing  Northern  Michigan,  it  is 
very  important  not  only  to  secure  this  new  connection,  but  the  in- 
fluence to  be  brought  to  bear  upon  the  future  growth  of  our  city 
by  union  and  concentration  of  these  roads  at  this  point.  . 


\l 


8 

Your  coinniitieo  luivo  «v(;ty  npsiirnncft  from  those  inlinintely 
connoctod  with  tliis  Udw  route  thnt  tho  road  will  bo  conitnnncpd 
during  the  prosiMit  suuson,  and  ihnt  it  will  bo  pushed  forward  to 
completion  witii  nil  poHsiblt!  despatcli.  This  will  complete  the 
last  link  in  one  of  the  two  gr^.-M.  comnierciul  thi>roughf(irc8,  alart- 
ing  at  the  sea-board  and  Hlrotcliitig  on  westward  across  inor»?  than 
half  a  continent  peopled  with  iti  active  niilliniif.  These  twt) 
groat '.'(uitral  routes  gather  up  and  pass  eastward  and  westward  the 
products  and  travel  of  an  area  of  territory  of  over  !H)0  000  square 
miles,  a  largo  portion  of  which  is  still  undeveloped  by  the  hand 
of  industry.  Our  railroads  are  the  great  commercial  arteries  of 
the  nation,  and  these  lines  starting  at  the  city  of  New  York  as 
tho  j)ulKating  heart  of  tbis  sisterluxjd  of  States,  shall  ere  long 
bind  together  idl  lands  and  States  lying  between  the  Atlantic  and 
Pacific  coast,  in  the  closest  and  most  intimate  commercial  relation. 
Tliia  is  no  idle  fancy,  but  the  lesson  taught  by  past  experience. 
The  West  but  yesterday  was  in  Michigan;  to-day  it  is  on  the  far- 
off  shotef  of  the  broad  Pacific. 

It  must  be  apparent  that  the  recent  action  of  the  New  York 
Central  Kailroad — in  the  purchnso  of  the  Canandaigua  and 
Niagara  Falls  road — will  not  prove  altogether  satisfactory  to  the 
Great  Western,  when  they  find  themselves  cut  otl"  from  any  con- 
nection in  any  way  with  the  New  York  and  Erie,  and  the 
Nortliein  r'^-ntral  of  Pennsyivaniii.  This  fact,  added  to  another 
equally  apparent,  that  the  Great  Western  cannot,  nor  does  she 
bring  any  propesly  to  the  Susperjsiun  Bridge,  that  desires  to  seek 
an  eastern  market  through  the  Krie  Canal — may  at  no  very  dis- 
tant day,  induce  tLat  loatl  to  'ay  a  track,  from  some  point  on  the 
high  lands  near  WoodHtock,  o»  tln-ir  present  line  directly  to  the 
city  of  Builalo. 

The  following,  tal^en  from  a  private  letter  from  a  distinguished 
friend  of  the  Bridge  enterprise  in  Canada  to  one  of  our  citizens, 
your  committee  submit  as  a  fair  expression  of  the  public  (Senti- 
ment throughout  the  Province  of  the  importance  of  the  Inter- 
national Bridge,  both  to  that  region  and  to  the  future  of  the  city 
of  Buffalo: 


s!Ss^?msMmi 


mmmM 


I 


"Caledonia,  June  25,  1858. 

"  Dear  Sik: — I  nm  glnd  to  see  our  Legislature  hm  perfected  iho 
InternHtional  Uiidgo  Bill,  and  I  now  hope,  sincerely,  your  city 
will  lose  no  tinio  in  placing  that  important  undoriaking  in  n 
progrefisivo  position,  na  tlii«,  in  my  opinion,  will  fix  the  lerminu3 
of  the  Great  Soiitliern  Rnilway  at  Buffalo,  and  not  only  secure 
this  valuable  consideration  to  your  city,  but  make  it  tbo  terminua 
of  the  Orcat  Wcsfern,  also. 

"  If  you  cons\ruct  a  bridge  such  as  the  travelinc;  and  hus'ntss 
community  will  have  confidence  in,  you  may  safely  calculate  on 
eecurincr,  at  no  distant  day,  nearly  all  the  travel  and  traffic  passing 
througrh  the  Niairara  peninsula,  by  tho  Balfulo  and  Lake  Huron, 
the  Great  W<'8tern,  and  Great  Southern  roads.  It  may  be  taken 
for  granted,  the  Groat  Western  will  build  a  double  track  fur  tho 
business  of  that  road;  and  it  may,  also,  be  consvlered  certain, 
that  such  track  will  bo  laid  down  on  the  table  land  of  the  penin- 
sula, from  Paris  eastward,  '.riiis  liie  com[iany  wdl  be  forced  to 
do,  in  view  of  the  superior  route  secured  to  the  Great  Southern, 
and  it  requires  but  little  foesiolit  to  see  that  tho  feeling 
which  must  ultimately  arise  in  tho  public  mind,  in  reference  to  the 
insecurity  of  tho  Suspension  Bridge  structure  at  the  Fallf,  will 
force  the  Great  Western  Company  to  make  tlieir  terminus  at  your 
city,  if  a  safe  and  permanent  means  of  crossing  the  river  at  that 
point  is  provided.  I  would,  therefore,  again  express  a  liope  that 
tho  citizens  of  Buffalo  will  lose  no  lime  in  forwarding  to  comple- 
tion 60  impo/tant  an  adjunct  to  the  prosperity  of  their  city,  as  the 
International  Bridtre. 

"  Yuur  committee  would  further  ttate  that  in  their  opinion,  if  a 
bridge  is  built  over  the  river,  the  charter  of  the  Fort  Erie  Railway 
granted  during  the  session  of  the  last  Parliament,  will  bo  put  into 
speedy  execution,  and  a  line  will  be  built  to  Chippewa  from  Fort 
Erie — twelve  miles — there  connecting  with  tho  Erie  and  Ontario 
road,  and  thus  forming  a  through  line  by  steamer  to  Toronto  and 
other  Canadian  ports.  A  branch  fVom  this  roail  is  also  authorized 
to  be  'ionstrucled  to  Port  Robinsou,  there  conneciing  with  the 


1 1 


;  !  1 


'i'l 


10 

Welland  Railway,  croBsing  the  Great  Western  at  Thorold. 
Your  committee  feel  fMufiJent  that  the  International  Bridge 
will  control  ihe  termination  of  all  the  railways,  either  now  or  to 
be  built  in  future,  across  the  Peninsula  of  Canada,  and  ihe  failure 
to  construct  such  a  bridge  as  will  command  the  confidence  of 
capitalists  and  the  great  commercial  community,  will  mevitably 
bo  the  means  of  throwing  across  the  gorge  at  the  Falls  another 
structure,  the  initiatory  steps  to  which  have  already  been  taken, 
and  we  shall  then  look  in  vain  for  any  increase  in  our  future  trade 
and  through  travel  with  Canada  and  the  North  West  over  the 
iron  rail." 

Your  committee  report  that  they  find  that  the  Suspension 
Bridge  thrown  across  the  river  at  the  Falls  for  the  purpose  of 
passing  the  travel  and  traffic  of  the  Great  Western,  and  the 
Rochester  and  Niagara  Falls  branch  of  the  Central  Roads,  has 
become,  and  is  to-day  one  of  the  best  paying  stocks  on  this  Con- 
tinent, giving  to  the  shareholders  each  year  from  14  to  30  per 
cent,  upon  the  cost  of  the  structure.  As  the  result  of  this 
international  communication,  two  thriving  villages  have  sprung 
up  on  each  side  of  the  river.  If  such  results  have  been 
brought  about  from  bridging  the  Niagara  at  a  point  destitute  of 
population,  forming  a  mere  union  of  two  main  lands,  for  the  ^ 
passage  of  the  travel  and  traffic  invited  thither  by  a  through  line 
of  railway — what  may  not  be  expected  by  bridging  the  river  at 
this  point,  with  our  city  of  100,000  souls — with  our  Erie  Canal, 
affording  the  cheapest  mode  ot  transit  for  property  through 'the 
State  to  an  eastern  market — with  all  our  railways  now  com- 
pleted, centering  at  this  point,  and  with  ail  the  roads  in  Canada 
— whose  eastern  terminus  and  entire  future  hangs  contingent  upon 
the  construction  of  this  great  commercial  highway. 

Your  Committee  feel  that,  with  the  great  number  of  compefiog 
routes  for  the  Western  trade,  ouv  city  has  been  greatly  damaged 
in  its  growth  and  prosperity,  and  they  submit  a  few  facts,  as  show- 
ing the  amount  of  that  diversion  over  a  few  of  the  leading  routes. 


t 


11 


The  following  will  show  the  receipts  at  Dunkirk  by  Lake  and 
Railroad  from  the  West,  which  constitute  the  total  shipments 
from  that  point  on  the  New  York  and  Erie  Railroad  during  the 
year  1867: 


Flour,  bbls 354,072    Tobacco,  lbs 3,492,000 

Whiskey, bbls .''.3,1.^)2    Copper,  lbs 4,253,384 

E«ef,  Pork.  &.C 71,324     Wool,  lbs 2,221,048 

EBfi;s,  bbls (),629 

WhoHt,  bu 93,443 

Corn,  bu 114,652 

Sheep,  No 44 ,092 


Butter,  lb.s 1,208.400 

Cattle,  No ,30.5.58 

Hogs,  No 14.5,265 


There  was  transported  eastwardly  over  the  Baltimore  and  Ohio 
Railroad  during  th;^  pasi  four  years : 


1864 

1855 

1856 

1857 

Flour,  bbls 

Tobacco,  hhds 

Grain,  tons 

Total  tons  . . . 

709.495 

14.543 

.     11.075 

601, .597 

533,320 

13,081 

7,498 

622,.589 

910..590 
10,829 
27,231 

703,377 

791, .^85 
11,440 
15,371 

723,019 

Amount  of  commodities  transported  westwardly  from  Balti- 
more on  the  Baltimore  and  Ohio  Railroad,  during  the  past  three 
years : 

186/  1856  1855 

Total,  lbs 1.266,420,084        255,875 .677        229,346,798 

Total,  tons 133,210  127,937  114,673 


Amount  of  miscellaneous  articles  transported  from   Pittsburg 

to  Philadelphia,  over  the  Pennsylvania  Central  Railroad  during 

the  past  three  years : 

1856  1856  1867 

Total.lbs 212,968.123        177,415,403        189,809,125 

Statement  showing  the  amount  of  the  ditlerent  articles  for- 
warded from  Philadelphia  to  Pittsburg  over  the  Pennsylvania 
Central  Railroad  during  the  past  three  years: 

1855  1856  1857 

Total,  lbs 130,099,334        152,903,718        154,336,606 

The  above  tables  exhibit  only  the  through  freight  traffic;  the 
local  we  have  omitted. 


12 

The  following  will,  however,  show  the  total  J'reight  movoment 
over  this  road,  in  tons,  during  the  past  five  years: 


o 

'57 

Through  East  ....  94 .^rC 

West...-  77,ifi7 

Local  Ei«8t 238,127 

'•     West l'^0,2'-i0 


'56  'C5  '54  »53 

88.707  100,406  45,118  34  302 

?(i45(>  6r>r.<i4  UrBi^i  38  837 

196,'a30  127  614  13,321  10  151 

92,f,y9  (iG.3(i2  47.U()6  18.707 


Total 530,420    453,992    364,887  160.231  102,088 

Below  will  be  found  the  through  business  of  the  Great  Western 
Railway  since  its  opening. 

The  foliojvinfj  will  show  the  total  number  of  tons  of  Goods, 
Mercliamlize,  &c.,  forwarded  from  Stif^pension  Bridge  over  the 
Great  Western  Railway  for  the  years  ending  July  31,1855,1856 
and  1857: 

1855 16.467  tens. 

1855  53868     " 

1857  52,738     " 

Statement  showing  the  quantity  of  produce,  &c.,  forwarded 
from  Windsor,  the  Western  terminus  of  the  Great  Western  Rail- 
way, over  that  road  during  the  past  three  years: 

Flour  Poilt      Wheat  and        Oats       MerctiandiiB 

ibbls.  bbla.        Cum  bu.  bu.  tons. 

1855 74.250        8  060        94,783        5026        5.775 

1856 80,865        9  938      181.427       16  108        7.094 

1857  52,350        4.469      265,130      54,051        8,304 

Your  Committee  would  state  that  their  tables  only  show  the 
diversion  of  the  through  traffic.  Statement  of  the  quantity  of 
flour  transported  over  a  few  of  the  principal  railroads  between  the 
East  and  the  West  during  the  past  eight  years: 


Tratispnrtrd  by 

BaUirnore  &  Ohio 

Kuil  Kuad. 


Transported  by 

Peiiii8.vlviiiiia 
CtfuErul  Uailroad. 


Transported  by    Transported  by 
Gri'iit    WesCern  Gruod   T  Kailway 


1850 
1851 


.508127 
.471,872 

1H52 617  604 

181.3. ...668,160 

1854 709  495 

1855 523,300 

1856 910,596 

1857 791,585 


2,805 
23,515 
145,625 
102  625 
417,054 
216,071 
325.615 


Railway. 


53,674 
267. J  96 
285  780 
250,836 


to  U.  S. 


146  362 
266.744 


13 

In  the  above  table  we  have  oraitte^l  the  New  York  and  Erie 
RailroHil,  for  the  resison  that  that  road  never  piiblinhes  any 
detailed  statement  of  its  froifrht  tinnsportalion.  Tlie  receipts  of 
Durikiik,  so  far  as  we  have  been  able  to  obtain  them,  will  siiflS- 
cienlly  lepiesent  the  quantity  carried  by  that  road. 

The  result  of  these  figures  slioiiM  Batisfy  every  one  in  the  opin- 
ion of  your  comniittee  that  the  commerce  of  the  country  will  in 
all  the  future  bo  largely  transported  by  tlie  locomotive  over  the 
iron  rail — and  in  order  to  secure  to  ourselves  the  share  which 
naturally  our  position  demands,  we  must  give  commercial  facilities 
equal  to  those  offered  by  other  rival  and  competing  route3. 

The  total  value  of  the  through  trafic  over  Ihe  five  principal 
railroads  beiweeii  tide  water  and  the  great  lakes  and  the  Ohio 
river,  reaches  yeaily  the  sum  nf  nearly  $300,000,000,vvhile  in  1850 
it  did  not  amount  lo  the  sum  of  $10,000,000.  Your  committee 
feel  that  in  whatever  proportion  this  overland  commerce  may  be 
brought  to  pass  through  our  city,  in  the  same  ratio  will  it  tend 
to  the  increase  of  our  growth  and  commercial  prosperity.  This 
must  result  from  the  fact  that  as  the  railways  in  Canada  are  all  of 
uniform  gmge,  and  that  not  corresponding  with  any  ruad  running 
eastward  from  our  city,  p11  property  must  be  hero  transhipped  and 
distributed  to  the  Erie  Canal  and  our  various  railroads,  for  its 
transit  to  tide-water.  Your  committee  have  no  means  of  ascer- 
taining the  amount  of  diversion  of  travel  over  these  various  routes. 
One  thing  we  do  know  by  snd  experience,  that  formerly  wo 
had  thousands  of  persons  passing  through  our  city,  filling  our  hotels, 
patronizing  our  merchants,  purchasing  goods  of  our  wholesale 
dealers  and  manufacturers,  and  crowding  the  dfcks  of  our  noble 
steamers  that  are  now  lying  idle  at  our  docks,  and  thus  giving  life, 
energy  and  activity  to  tiie  commercial  pulse  of  our  city.  These  days 
have  passed  away,  and  not  because  community  tired  of  traveling  in 
the  pursuits  of  business  or  pleasure  havo  settled  down  in  the 
quiet  of  home  and  retirement.  The  truth  is,  people  travel,  but 
they  find  other  avenues  where  better  facilities  are  offered,  than  we 
ara  now  prepared  to  furnish.     Your  committee  are  able  to  state 


i4l 


14 


that  in  their  examination  of  the  bridges  on  the  lines  of  railway 
in  Canada,  that  the  Grand  Trunk  Road  which  has  been  largely 
aided  in  its  construction  by  funds  drawn  from  the  public  treasury 
of  Canada — has  no  bridges  on  its  entire  length,  except  those  built 
in  the  most  permanent  character,  of  either  wrought  iron,  tubular  or 
stone  arch  construction.  All  of  their  culverts  or  water-ways,  of 
which  there  are  on  the  whole  line  about  1500,  varying  in  length 
from  2  to  12  feet,  are  built  in  the  same  permanent  manner  of 
either  iron  ^r  stone.  There  are  on  the  line  as  far  as  completed, 
124  bridges,  containing  6210  tons  of  wrought  iron,  and  having 
a  total  length  of  21,890  feet. 

A  bridge  over  the  River  Ottawa  has  one  span  of  200  feet,  4  of 
90,  11  of  60— total  length  1432  feet.  This  is  a  tubular  bridge 
through  which  the  train  passes,  while  a  large  majority  pass  the 
cars  through  or  over  the  top  of  tubular  griders.  Another  branch 
of  the  Ottawa  is  crossed  by  a  bridge  of  17  spans  with  a  total 
length  of  1484  feet.  Port  Hope  viaduct  has  62  spans,  varying 
from  30  to  60  feet,  with  a  total  length  of  1856  feet,  and  a  height 
of  52  feet.  The  Humbor  Valley,  10  miles  west  of  Toronto,  is 
crossed  by  a  bridge  of  9  spans  of  60  feet  each,  with  a  height  of 
10  feet.  Credit  Valley,  29  miles  from  Toronto,  has  a  bridge 
crossing  it  of  8  spans  of  96  feet  each,  and  is  121  feet  above  the 
water  level.  Crossing  Gramosa  Valley,  is  a  bridge  of  8  spans  of 
60  feet  each.  The  River  Speed,  at  Guelph,  is  crossed  by  a  bridge 
of  6  spans  of  60  feet,  and  one  of  80.  This  bridge  has  a  carriage 
road  provided  for  between  the  pillars  which  support  the  super- 
structure carrying  the  railway.  These  your  committee  report 
as  a  few  of  the  most  important  structures  upon  this  line  of  rail- 
way. The  trains  run  at  full  speed  over  all  these  bridges,  and  there 
is  a  solidity  and  permanency  that  must  commend  itself  to  every 
intelligpiit  mind.  Costing  double  in  the  outset,  the  only  repairs 
necessary  is  a  coat  of  paint  about  every  six  years,  and  they  are 
secure  for  generations.  They  are  all  built  upon  the  English  style 
of  durability  and  permanency. 


*.f^S^<ii-^iMv^^'Sm-i0m»* 


15 


The  snaie  is  true  of  the  entire  road,  its  Btulion  LouHes  and 
equipraentB.  Your  committee  feel  that  it  is  quite  true  that  this 
may  be  properly  styled  the  Grand  Trunk  of  America,  and  from 
intimations  furnished  them  in  their  recent  tour,  your  committee 
believe  it  is  soon  to  become  the  Pacific  Railway  of  the  continent. 
Your  committee  were  permitted  to  make  a  thorough  examination 
of  the  world  renowned  Victoria  Hridge,  and  from  its  celebrated 
engin(>er,  Mr.  A,  M.  McKenzie  Koss,  they  have  the  following  brief 
description  of  this  great  work.  Number  of  spans  25,  the  centre 
one  being  330  feet,  and  00  feet  clear  height  above  summer  water 
level.  The  remaining  24  spans,  being  12  on  each  side,  the  centre 
spans  are  of  a  uniform  width  of  242  feet  each,  and  gradually 
falling  to  a  height  of  3G  feet  above  water  level  at  the  extreme 
ends.  The  length  of  the  tube  will  be,  when  completed,  6,600 
feet,  weighing  about  9,600  tons.  Length  of  abutments,  240  feet 
each.  Length  of  the  western  embankment,  1,200  feet,  and  that 
of  the  eastern  800.  Total  length  9089  feet.  Contents  of  ma- 
sonry 240,000  tons. 

Contents  of  embanked  approaches,  240,000  cubic  yards  of 
material;  width  of  tube  throughout  16  feet.  Heighth  at  the  ex- 
treme ends  20,  increased  to  22^  feet  in  the  centre.  Cost  $6,250,- 
000.  This  structure  was  begun  in  1854,  and  will  be  completed 
in  1859.  The  current  in  the  river  at  this  point  is  from  8  to  10 
miles  per  hour,  and  the  piers  already  built,  of  which  16  were 
entirely  finished  when  your  committee  examined  the  work,  have 
tested  their  ability  to  withstand  the  ice,  which  during  the  long 
and  severe  winter  accumulates  iu  Lake  St.  Francis,  and  the  St. 
Lawrence,  and  on  the  opening  of  ih-^  river  in  the  Spring,  sweeps 
down  "n  great  quantities,  and  of  the  thickness  often  of  three  feet. 
Your  committee  feel  confident  that  this  is  one  of  the  boldest 
engineering  enterprises  of  the  nineteenth  century.  When  com- 
pleted, it  will  close  the  gap  over  this  mighty  river,  and  form  a 
continuous  line  of  railway  of  uniform  guage,  stretching  hundreds 
of  miles  now,  and  soon  to  be  computed  by  thousands  westward, 
not  only  across  both  provinces,  but  reaching  on  through  the  entire 


(joSjf^ 


4- 

6. 2  5  a,*- 


'    \ ' 


n  : 


16 

British  possessions  to  the  golden  shores  of  the  broad  Pacific. — 
Your  coinmiltee  learn  that  n  larrje  expenditure  haa  been  made  at 
PDrthitid  in  preparing  docks  and  suitable  conveniences  for  tranship- 
ment to  ocean  steamers  and  packet  ships,  the  rich  products  of  the 
far  west. 

The  Grand  Trunk  have  now  a:Toncie3  at  different  points  on  the 
coniinent  where  the  emin;rant  can  pay  his  passige  money  to  any 
place  in  Canada,  or  the  Western  and  Norlliern  States,  thus  avoid- 
inir  the  chanfve  of  luurrafjo  and  the  shifts  which  so  often  embarrass 
and  roll  the  pioneer  and  emigrant  in  his  jiuimey  from  the  old  to 
the  new  world,  in  search  of  a  home.  Thesn  facilities,  on  the  part 
of  this  route,  show  us  that  we  have  a  powerful  competitor,  and  we 
sliould  be  wise  to  availourselves  of  every  opportunity  to  strengthen 
oi'.r  position. 

Your  committee  are  gratified  in  being  able  to  say  the  Southern 
road  has  the  entire  aparoval  of  t!ie  Grind  Truidi  Company  ;  and 
as  provision  is  made  in  the  charter  of  this  new  line,  by  which  the 
Grand  Trunk  will  have  a  direct;  conmunication  with  our  city; 
no  doubt  enn  exist  in  any  mind  as  to  its  important  bearing  upon 
the  future  of  our  prosperity.  The  success  of  the  late  experiment 
in  tlie  use  of  steam  in  navigating  the  Erie  Canal,  is  lo  inaugurate 
a  new  era,  in  the  history  of  this  groat  commercial  waterway. 
This  added  to  the  new  policy  ad  ipted  by  our  Canal  Board,  the 
la^t  winter,  of  low  tolls,  which,  although  doubted  by  some  as  un- 
wi-e  for  the  interest  of  the  Stale,  has  been  fully  demonstr.'ited,  by 
the  afterward  of  business,  drawn  from  other  competing  routes  both 
in  and  out  of  our  State. 

These  advantages  will  draw  largely  to  the  Erie  Canal  in  all  the 
future,  from  all  the  fertile  fields  of  the  West  the  rich  products  of 
those  vast  regions  and  pour  them  at  a  cheap  cost  of  tranyporlation 
i:nto  the  markets  of  the  never  satisfied  and  insatiable  East. — 
Every  patriot  may  justly  feel  proud  of  this  noble  work,  and  it 
should  bo  ours,  as  we  love  the  memory  of  the  immortal  Clinton, 
to  defend,  this,  his  legacy,  as  against  all  its  assailants. 


'WiM««-4rtniktfMMiWHIMIHk 


"\ 


\ 

J 


\ 


» 


/ 


17 

Every  footfall  of  progress  made  by  the  bold  pioneer  in 
establishing  new  homes  far  on  to  the  westward,  is  a  new  commor- 
ciai  instrutnentality,  that  may  add  to  our  wealth  as  a  city  and 
strenjrthen  the  comiuercial  supremacy  of  the  Empire  State. 

Your  committee  after  a  full  inveKtigation  of  this  whole  subject, 
from  most  ample  opportunities  to  loarn  the  sentiments  and  wishes 
of  those  interested  in  Canada  desiring  to  find  an  eastern  market 
through  our  State,  from  facts  gathered  from  those  entrusted  with 
the  charge  of  railways  now  running  across  the  Peninsula  of  Cana- 
da, as  well  as  those  soon  to  be  consLructed ;  from  all  these  sources 
they  are  confident  that  they  will  be  borne  out  by  future  develop- 
ments, in  the  opinion  that  the  city  of  Butl'alo,  will  grow  in  the 
years  that  are  to  come,  io  wealth  and  importance  far  beyond  our 
estimate,  if  we  are  wise  and  avail  ourselves  of  what  now  is  sure 
to  control  the  termination  of  all  the  leading  railways  running 
eastward  acrof's  the  Province  from  the  Detroit  River  and  the 
Lakes. 

The  International  Bridge,  your  committee  feel  confident,  will  be 
the  means  of  centering  all  those  railways  at  this  point,  beside  it 
will  furnish  a  market  for  a  large  section,  adjacent  to  our  city,  m- 
cluding  the  county  ofWelland,  with  its  population  of  30,000,  and 
a  soil  better  adapted  to  culture  than  tliat  lying  to  the  eastward  in 
our  county.  Your  committee  do  not  desire  *o  discuss  the  question 
as  to  the  kind  of  structure  it  is  expedient  to  erect.  One  thing  is 
evident,  that  if  a  bridge  is  constructed  under  the  guaranty  of  the 
city,  and  at  any  cost  to  the  corporation,  it  is  desirable  that  we  shall 
have  value  received  at  the  end  of  the  guaranty,  in  a  structure  of 
such  a  character  as  will  merit  the  confidence  of  the  community. 

This  is  an  international  enterprise,  and  there  are  two  companies 
whose  jurisdiction  each  extends  to  the  centre  of  the  river.  In  their 
enlightened  wisdom,  wo  have  a  safeguard  that  they  will  look  to  all 
interests,  and  if  they  build,  will  erect  such  a  structure  as  will  com- 
mand the  confidence  of  capitalists,  and  will  secure  the  termination 
of  the  leading  railways  in  order  to  bring  a  remunerative  revenue. 
As  to  the  amount  of  reverue  to  be  derived  from  the  construction  of 


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18 

the  bridge  your  committee  have  loarned  that  the  Buffalo  and  Lake 
Huron  Jiailwny  now  pass  their  trHllic  over  tlie  river  at  a  yearly  cost  of 
upwards  of  ^00,000.  As  their  business  will  be  largely  increased 
when  they  shall  have  floating  connections,  soon  to  bo  established, 
from  Goderich  with  Not  them  and  Western  ports,  and  as  the  bridge 
would  enable  them  to  largely  increase  their  passenger  Irade^and 
traffic,  by  avoiding  the  inconvenience  and  annoyance  of*  the 
ferry  system ;  therefore,  your  committee  have  no  doubt  that  a  con- 
tract can  be  made  with  this  Company  for  the  use  of  such  bridge 
when  completed,  conditioned  to  pay  an  amount  per  annum  equal 
to  the  expense  of  crossing  by  their  present  ferry.  This  will 
be  the  stepping  stone  to  success  to  this  road,  and  a  serious 
hinderance  to  its  business  must  arise  from  the  difficulties  uf  their 
present  crossing,  much  as  it  has  been  improved  by  their  works 
erected  during  the  last  year.  The  Detroit  and  Niagara  Rivers 
Rai'.way  Company  have  a  clause  in  their  charter  by  which  the 
Directors  are  authorized  to  make  a  contract  for  traffic  arrange- 
ments with  the  International  Bridge  Company,  when  the  same 
shall  be  erected. 

Your  Committee  have  the  assurance  that  a  similar  contract  for 
the  sura  of  $60,000  per  annum  can  be  made  with  this  company. 
Additional  to  this  we  should  have,  in  the  opinion  of  your  committee, 
a  liirge  revenue  from  the  tolls  taken  from  the  carriage  and  foot- 
ways. The  following  rates  of  tolls,  authorized  to  be  collected, 
must  satisfy  every  mind  that  a  large  income  must  accrue  from 
other  than  railroad  travel  and  traffic:  "• ' 

"  For  every  foot  passenger  entering  upon  or  passing  over, 
twenty-five  cent!s;  for  every  horse  and  single  carriage,  fifty  cents; 
and  an  addition  of  eighteen  and  three-fourth  cents  for  every 
passenger  actually  traveling  in  such  carriage,  and  all  other 
passengers,  twenty-five  cents  each ;  for  double  carriages  and  two 
horses,  one  dollar,  and  the  same  rates  for  passengers,  and  twenty- 
five  cents  for  each  additional  horse  attached  to  such  carriage ;  for 
sheep  passing,  one  and  a  half  cents  a  head ;  for  swine,  two  cents 
each;  and  for  neat  cattle,  six  cents  each." 


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Ample  provisions  are  made  for  giving  to  each  railway,  the  right 
of  crossing  and  the  use  of  the  bridge,  and  the  company  is  fully 
authorized  to  make  such  contract  as  will  bo  seen  by  the  following 
extract  from  the  charter : 

§10.  "Whenever  said  bridge  is  so  completed  as  to  admit  of 
the  passage  of  railroad  trains,  the  said  company  may  erect  such 
gates  and  fixtures  to  guard  the  entrance  of  such  trains  upon  the 
bridge  as  the  Directors  may  deem  proper;  and  may  make  such 
by-laws,  rules  and  regulations,  not  inconsistent  with  the  provi- 
sions of  this  act,  in  relation  to  the  use  of  said  bridge,  its 
machinery,  appurtenances  and  approaches  by  railroad  companies, 
their  trains  and  carriages,  and  the  compensation  to  be  paid  there- 
for, as  said  directors  may  think  proper;  but  no  discrimination 
shall  be  made  by  said  directors  in  favor  of,  or  against  any  one  or 
more  railroad  companies,  in  relation  to  the  use  or  passage  of 
said  bridge,  its  machinery  or  approaches,  or  the  compensation 
therefor." 

The  foregoing  considerations  clearly  indicate  the  importance  of 
laying  hold  of  the  golden  opportunity  of  encouraging  an  enter- 
prise that  will  be  instrumental  in  bringing  again  to  our  city  a  trade 
and  tide  of  travel  and  traffic,  that  has  been  for  a  few  years  past, 
largely  diverted  over  rival  and  competing  routes  to  other  localities. 
This  bridge  will  enable  us  to  supply  Canada  with  coal,  and  the  in- 
crease of  this  trade  will  revivify  the  Pittsburgh  Railroad,  and  soop 
put  us  in  immediate  communication  over  this  road  with  the- rich 
coal  fields  lying  near  the  southern  boundaries  of  our  State. 
With  all  our  commercial  advantajjes,  with  the  new  .«ra  of  steam 
on  our  Erie  Canal,  with  the  new  avenues  of  trade  contingent 
upon  the  construction  of  this  commercial  bin;hw^y,  over  the 
Niagara  River,  the  Queen  City  of  the  Lakes  has  a  bright  future 
in  prospect.  The  age  in  which  we  live  is  one  of  bold  achieve- 
ments. The  thoughts  of  yesterday  are  to-day  horalded  as  the  ful- 
fillment of  grand  and  noble  triumphs. 

The  lightning's  mysterious  pathway — deep  laid  beneath  "  old 
ocean's  briny  wave,"  has  laid  man's  wisdom  under  tribute,  and  now 


>. 

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binds   molher  and  child  in  twin  companionBhip  and  inaugurates  a 

new  instrumentality   of  peaceful  and  commercial  intercourse.     As 

electricity    has   triumphed  over  the  wide  waters  of  iho  Atlantic, 

80   let  the  wants  of  commerce  throw  over  the  broad  Niaf>[ara  the 

International    Bridge  which  shall  be  another  bond  of  union,  most 

intimate   and   conipleto   between  the  Empire  State,  the  noblest  iu 

the   confederation,   and   Canad'i,  the  fairest  portion  of  the  British 

Provinces, 

All  of  which  is  respectfully  submitted, 

Alonzo  Tanner. 
Thomas  Tkuman,   .  • 
b.  h.  coleokdvb, 
Edward  S,  Damn, 
Michael  Haoan, 
John  Ambrosb, 
ri.  Bettinger. 


-♦-^•♦- 


Froposition  of  the  Buffalo  and  Lake  Huron  Railway  Co, 

Branti'ort),  Canada  West,  ^ 

Buffalo  and  Lakk  IIuuon  Railway  Oo'h.  Office,  > 

Aui/ust  2Ut.,  1858.  ) 

To  TUE  Hon.  Common  Council  op  the  City  of  Buffalo:  — 

Gentlemen: — The  Buffalo  and  Lake  Huron  Railway  Com- 
pany being  sensible  of  the  importance  of  a  good  substantial  Iron 
Bridge  being  erected  over  the  Niagara  River  from  Buffalo  to  Fort 
Erie,  hereby  agree  to  pay  you  yearly  a  rental  of  forty  thousand 
dollars  for  its  use,  for  their  traffic  for  a  period  of  fifteen  years,  from 
the  time  of  its  completion.  Should  you  deem  it  to  be  needful  to 
require  any  increase  of  this  amount  hereafter,  I  shall  be  ready  to 
submit  the  matter  for  consideration  of  the  London  Board,  although 
I  do  not  feel    mys^elf  authorized  to  go  beyond  this  amount  for  the 

present. 

I  am  gentlemen,  your  most  obedient  servant, 

J.  Maokirdy,  Chairman. 


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Proposition  of  the  Niagara  and  Detroit  Rivers  Railway 

Company. 

Opki 


Opkk'k  ok  tiih  "i 

NlAOAUA  AND  DKTltnlT   lllVKRM  HaILWAY  Co,,    > 

[[av.ilton,  C.  VV.,  OotDbur  1st,  1^58.  S 


Moved  by  Mr.  Smith,  and  secondod  by  Mr.  McKay — 
That  in  consequencv*  of  the  Gi<!fit  Woatcrii  Railway  Company 
claiming  an  exclusive  riojlit  to  use  tho  Railway  track  ovfr  the 
Suspension  Firidiro  at  (Jlifton,  ills  necoRsary  that  this  company 
shall  forthwith  conHider  by  what  moniis  adpfpialo  fucilities  can  be 
secured  for  tho  passage  of  tho  trattic  of  their  railway,  across  tho 
Niagara  River. 

Moved  by  Mr.  McKay,  and  8econde<l  by  Mr.  PowoU — 
That  the  Niagara  and  Detroit  Rivers  Railway  would  obtain  a 
vast  accession  of  traffic  by  niears  of  direct  Railway  communica- 
tion with  the  great  commercial  city  of  IJulfalo,  on  which  point 
the  New  York  (ycntral  and  New  York  and  Erie  fiailways  con- 
verge, and  through  wliicli  th(^  Niarjara  and  Detroit  Rivers  Railway 
would  unite  with  the  Erie  Canal  and  with  the  Railways  of  New 
York  and  Pennsylvania,  and  those  of  iho  whole  of  the  New 
England  States.  That  therefore  the  passage  of  the  Niagara 
River  can  be  advantageously  etfecled  by  means  of  the  proposed 
International  Bridge  at  Buffalo. 

Moved  by  Mr.  Monro,  seconded  by  Mr.  Kolfage — 
As  tho  Niagara  and  Detroit  Rivers  Railway  may  fairly  be 
expected  to  become  the  great  arterial  route  between  the  Eastern 
and  Western  States  of  America;  it  is  therefore  a  matter  of  the 
utmost  importance  to  the  interests  of  this  company  that  the  bridge  to 
be  erected  across  the  Niagara  River  should  be  of  tho  most  permanent 
character,  in  order  that  all  risks  of  interuption  to  the  traffic  of  the 
railway,  may  far  as  possible,  be  avoided;  and  it  having  been  repre- 
sented to  this  company,  that  the  lutornational  Bridge  Company 
propose   to  erect   at   BuO'alo,  a  substantial  bridge  having  piers  of 


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raasonry  and  n  HupArstructuro  of  wrought  iron,  the  cost  being  eiiti* 
mated  at  $2,r)()(»,000,  on  which  sum  a  giinrantoe  of  1150,000 
per  annum,  hoiripf  intereHt  at  tho  rate  of  six  per  cent.,  is  required 
in  order  to  facilitalo  tho  ruisini;  of  tlin  ro((uired  capital;  and  it 
boinp;  aJHO  undumtood  that  tho  Ihitfalo  and  Lai<ti  Huron  Ilailway 
Company  are  prepared  to  pay  a  rental  of  at  leaRt  |(40,000  per 
annum  for  the  unn  of  tho  railway  track  on  the  Raid  hrid(;u;  and 
further,  that  tiio  city  ot'  Bullajo  may  be  expected  to  guarantee 
a  large  proportion  of  the  required  amount; 

Jie  it  there/ore  Heiolved: — That  this  company,  for  tho  purpose 
of  Bcci'-ing  the  right  to  UHe  the  railway  track  across  tho  said 
bridge  for  all  time  to  como,  and  in  order  to  aid  in  providing  tho 
amount  of  guarantee  necessary  to  secure  tho  early  erection  of  the 
bridge,  it  is  prepared,  and  hereby  pledges  itself,  to  pay  for  tho 
use  of  the  said  railway  track,  tho  annual  sum  of  $00,000,  (tho 
city  of  Buffalo  guaranteeing  tho  required  balance  of  interest) 
provided  that  the  Niagara  and  Detroit  Rivers  Ilailway  Company 
have  conferred  on  them  all  the  rights,  powers  and  privileges  con- 
tained in  the  International  Bridge  Charters  to  charge  and  collect 
tolls  on  their  passengers  and  freight  passing  over  said  bridge. — 
The  rent  to  commence  uu  the  completion  of  the  bridge,  and  the 
payment  thereof  to  be  conditional  on  the  erection  of  a  permanent 
structure,  on  a  plan  to  bo  approved  by  this  company,  and  of  the 
character  above  mentioned. 

I  certify  the  above  to  be  true  copies, 

*  Geo.  McBkth,  President, 

W.   Lynn  Smart,  Secretary. 
To  the  Common  Council  of  tho  city  of  Buffalo,  N.  Y. 


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Brief  Exhibit  of  tho  growth  and  Commoroo  of  the  City 

of  Bufl'ulo.  * 

Buffalo  was  founded  in  1801  by  tho  Holland  Land  Company, 
but  for  a  long  period  it  made  but  litlle  progretis. 

In  1814  it  was  burned,  at  which  time,  out  of  two  hundred* 
dw«llinp[H  ono  Bolitary  tenomont  remained  to  point  out  tho  silo 
of  the  infant  city.  Its  growth  was  scarcely  perceptible,  until  the 
year  1825,  which  was  signalized  by  the  opening  of  the  Erie  Canal, 
thus  forming  u  great  commercial  waterway  from  Lake  Erie  to  the 
Hudson  Rivor. 

Sinco  that  period,  its  prosperity  has  been  unbounded,  and  its 
rise  in  the  scale  of  importance  ah  a  commercial  city  has  been  such 
as  its  original  founders  could  never  have  dreamed  of. 

The  following  will  show  tho  prospective  growth  of  Buffalo, 
compared  with  the  past  twenty  years. 


POPULATION. 
1830 R.GfiS 

imr> 19,715 

]84(» .   ...2I,8;W 

1845... [UfMit 

1850 49,764 

1855 74Jil4 


ESTIMATE!) 

J860 110,000 

l-^tj5 i:«M)oo 

1870 180,000 

1H75 '250,000 

18S0 300,000 


The  present  population  is  estimated  at  100,000. 

The  following  will  show  the  valuation  of  the  real  and  persona! 

estate  in  the  oily  of  Buffalo,  during  the  past  five  years. 

1853 .-. $'22,837,300 

18.54 '29,973,509 

1855 33,037,711 

185(5 35,488,746 

1857 37,487,061 

The  general  city  tax  now  amounts  to  about  $300,000  annually. 
The  total  city  debt  is  now  $532,100. 

The  city  of  Buffalo  is  unquestionably  one  of  the  best  paved, 
.^ewered,  and  lightetl  cities  in  the  Union.  For  the  large  expendi- 
ture for  local  improvements,  amounting  for  several  years  past  to 


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about  $300,000  a  year,  we  have  something  valuable  and  substan- 
tial to  show.  There  are  25H  miles  of  located  streets  within  the 
city  limits;  39  miles  of  paved  streets,  which  at  an  average  of 
$32,000  per  mile,  cost  $1,248,000;  38^  miles  of  sewers,  averaging 
2i"  feet  in  the  clear,  which,  at  an  average  of  $1,50  per  lineal  foot, 
cost  $304,920;  there  are  205,000  lineal  feet  of  stone  side-walks, 
4  which,  at  90  cents  a  lineal  foot,  cost  $184,500;  there  are  108 
miles  of  plank  side-walks  of  an  average  of  four  feet  in  width,  cost- 
ing on  an  average  18^  cents  per  lineal  foot,  laid  at  an  expense  of 
$106,920;  the  city  is  lighted  with  2,200  lamps,  and  the  district 
lighted  by  gas  is  extended  every  year. 

There  were  267  manufacturing  establishments  in  (he  city  in 
1856,  employing  6,848  persons,  having  a  capital  invested  in  real 
estate,  tools  and  machinery,  of  $4,000,000,  and  turning  out  over 
$10,000,000  worth  of  manufactures. 

In  the  fall  of  1838,  the  first  consignment  of  wheat  was  receivec' 
in  this  city,  consisting  of  thirty-nine  bags  shipped  hither  from 
Chicago.  This  was  the  first  grain  shipped  from  Lake  Michigan 
ports,  and  was  the  total  shipment  made  during  that  year.  The 
increase  has  been  very  rapid,  until  ButTalo  is  now  the  largest  grain 
market  in  the  world. 

The  following  total  receipts  of  grain  and  flour  i-educed  to  wheat 
for  the  past  eight  years  from  all  sources,  will  show  the  yearly  in- 
crease more  plainly. 

1850....  12,056,199  bushels.  1 854 .... 22,286 482  bushels. 

1851...   17,??2,97&        "  1855....  25,022,177 

1852....  20,280.404        "  1856...  26. 946,560 

1853....  15,977 ,936        "  1857....  20,398,454 

or  a  total  of  160,761,101  bushels  of  grain  for  a  period  of  only 
eight  years.  Of  this  enormous  amount,  at  least  half  changed 
hands  in  the  Buffalo  market. 

The  total  receipts  of  grain  at  this  port  for  the  year  1?58,  will 
amount  to  more  than  30,000,000  bushels. 


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The    followiii<T .  H  M  ■•►^itpitiilfUion  o*  PotiiG  Sf  tffh  KhSIhj/  iiems* 
of  the',  trii^o  nnd^coriiAerco  of  tilfj^Io,  foir  18fJ^.     Tlio  moat  of, 

«'V  \the  ^fiognfoi  {lie  la'r^r  rfian  TLo^  of  any   mluiid  city  on  the 


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continebt. 

Population  of  thn  City 

Value  of  real  estate /.-....  JjijiiDiir)? .-^^^ 

Value  ol'  perpotml  property >•  H*'*f),77# 

i  *;57,lH7()<;r 

t'aBitak' of  the  JiankS .>.. !ji-2.0:!:{,r)  1 1 

•A^CTf'Ate  rQc.dffts  of  all  prniM.bu '.^    "iu.O.Vi.OSU 

Ki!i)»rtc'd,  sales  of  flour,  Tsbls .  •.  j^ . .  i .. .'  Ts. .'    ]^8,t^J0 


"     of  wli-a>,  iu 4,()4(i,vHlO 

■'     of  corn,  kt* ;5,7(tO,()()0 


»f 


'«*«!  of  f)at^  w^ 
"   •of  other  gr 

(jJ(auJ  tgtai  <«£  ri^Dortfid  s.-ilis,  ircludint 
■  ■    ubur  rtitliiced  to  pv.>1n  T. *. . . 

Flour  mauufactnrpd  i/i  tliw  City,  bbls.  •, 


of  other  grnhi,  about.  ...■•.'.•>    j'OtI 


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ni.:;r.:).(i(io 

'Jlo.OUO   \ 


4|tt,o  ■"»;«. ^0.  -. ;}()/,i)U»     . 

"  ♦  ii  snTcji^N^  1^   .,    iV-'liid  . '■» 

Number  -"f  nntranoos  and   clearances  os  vessels  into  V  •    "^ 

and  from  the  Port , . .  7,r)8] 

Number  of  tons  of  t^ame :?,?'-]  1,806 

Stor.ig'e  cnpncity  of  Elevators,  bi: '2,215,000 

Elevating  capaeity  per  liour,  bu :;h,0()0 

Tonnage  of  vessels  built  during  tie  year I8,'2r!(5 

Value  of  same l,I.":)o,cOO 

ronn.ige  of  lake  vessels  owned  in  the  city 88,1 30 

Value  of  same $:5,33;i,000 

dhipmei\ts  of  wheat  to  points  in  this  fetato  west  'M 

Troy,  bu.. 3,r)r)(),0(lO 

Number  of  tons  of  prrperty  shipped  by  Canal 57 1  .o-JO 

Aggregate  of  tolls  collected .'5;5i)rt,470 

Numb'T  of  tons  of  property  vi-bich  arrive  d  by  Canal. .        :U8  940 
Estimated  vrlue  of  :ivtk'les  nif?nufacv,ured  in  th«  City  .f  l(),(Kt0  'm.O 

"  '•         propcrtv  which  arrived  by  r.iilroad 

from  the  West .' $in,7(i0,00n  v^"^ 

Avenge  value  of  property  rect'ived  by  Lake :{l,8-lf).57".i   v^ 

Estimated  value  of  property  by  railroad  from  the  East  58.391.000  w-^ 
Average  value  of  property  arrived  by  Canal —  46,027,5^0  t-^ 


Total  value  of  prop>'Tty  which  came  to  the  City.. $153,028,098 


4 


